Internal-combustion engine



Aug. 12, 1930. G. s. EDL'IN'ET AL 1 ,772,988

INTERNAL COMBUSTION ENGINE Filed Aug. 14, 1928 2' Sheets-Sheet 1 flacmr 821 -4040 m 12, 1930. G. s. EDLIN El AL 1,772,988

INTERNAL COMBUSTION ENGINE Filed Aug. 14, 1928 2 Shoots-Sheet 2 Federated Aug. 12, 3930 UNITED amass mam car es w charm manner-commerce: martin Application filed August 14, 1928, Serial No. $39,587, and in Great Britain fieptemher i, 1997.

This invention relates'to internal combustion engines of the, two stroke type wherein there are'employed a piston and a sleeve closed at one'end reci rocated within the cylinder in opposite directions the operating interiorly of the sleeve, the fuel charge receiving an initial compression in a compression chamber and being later transferred to between the head of the'sleeve and as tfilggiston, where it is finallycompressed and The object of the invention is to provide improvements in internal combustion en es of the above mentioned type, so as to o tain increased flexibility in the control of the engine and so as to enable the latter to be operated efliciently at low or comparativel low speeds, by eliminating the possibility o misfiring in the combustion chamber or back firing into the initial compression chamber.

The method of preventin flame entering the initial compression cham r is by a means whereby the blast pressure and injection velocity of the new charge is such that it prevents firing back against the direction of the gas flow from the initial compression chamher through the transfer ports in cylinder extension and moving sleeve, the area of which ports is governed or controlled by a means to be described later. 7

The special feature of the invention consists in providing for the throttling of the fuel charges passing from the initial compression chamber to the combustion. space between the head of the sliding sleeve and the piston, so as to ensure that the initial com- 7 pression chamber will-always be charged at the same pressure whereby the velocity at which the initially compressed charges enter said combustion space remains the same regardless of the speed of the engine thereby providing at all times for efiective scaven ing of the space between the head of the sii ing sleeve and the piston, and the presentation to the firing plug of an uncontaminated fuel charge whereby misfiring of the engine is avoided. j The throttling of the initially compressed fuel charges is eflected at the point of the entrance of the latter to the space between piston throttle valve,

the sliding sleeve and the piston, h means of a valve ad'ustable in relation to te ports in the cylin er, by which the fuel charges enter the aforesaid space, said valve w th or w thout ports therein and by its edat ustment in relation to the ports in the c 1-" inder wall, providing for an increase or ecrease in the quantity of fuel mixture admitted to the c linder, as maybe required to increase or ecrease the speed at which the engine is to be run. l

Other means for ensuring the firing f the fuel charges transferred from theinitia compression chamber to between the head of the shdmg sleeve and the piston irrespective 55 of the speed at which the engine is running can comprise an auxiliary chamber into wlnchthe spark plu projects, said chamber receiving portion 0 t e charge held in the initial compression chamber, at a predetermined point in the compression of said charge, so as to result in fresh or uncontammated as being held around the electrodes 9f the p ug as aprlming in readiness for fitmg the charge between the head of the sliding sleeve and the piston and through a port in said sleeve at a time when the char is finally compressed between the sliding a ave head and piston and when said space is open to the auxiliary chamber. J

The invention will however be more particularly described in conjunction with the accompanymg drawing, wherein Figure 1 is apart sectional elevation of an engine fitted with the throttle between the initial compression chamber, and, the polnt'of entrance of the fuel charges to the combustion chamber or space in the cylinder, while I Figure 2 illustrates a convenient form of Fi re 3 is a similar view to 1 showing t 1e engine fitted with an auznliary firing chamber and,

Fi ure 4 shows a modification of the firing chamer illustrated in Figure 3;

The engine cylinder 1 has working in right lines therein, the sleeve 2 closed at its ends 2 remote from the crank shaft (not shown) andoperated per medium of connecting rods 5, a connecting rod 10 passing to the piston 11 operable preferably within a stationary sleeve 12, and also interiorly of the sleeve 2 so that the latter and the piston 11 balance the crank shaftand always move in opposite directions.

Near its closed end 2 the sleeve 2 contains one or more radial ports 13 capable of being caused to register with one or more ports 14 in and near the top of the cylinder wall, whereby a charge of fuel mixture admitted to the chamber 16 through a nonreturn valve at 36 is enabled to be transferred from said chamber 16 into the sleeve 2 between the closed end 2 thereof and the piston 11.

At or near its open end the sleeve 2 contains one or more radial ports 17 capable of being made to register with one or more further ports, 18 in the wall of the cylinder 1 provided for the discharge of spent gases of combustion. The stationary sleeve 12 is open at both ends and also when used contains ports 12 which correspond with the exhaust ports 18 of the cylinder 1, the sleeve 2 operating between the cylinder 1 and the sleeve 12 while the piston 11 operates within the latter.

As the sleeve 2 moves towards the crank shaft of the engine, and the piston 11 away from said crank shaft a charge of fuel mix' ture is drawn through the fuel inlet valve at 36 into the chamber 16, while a charge previously admitted to said chamber 16 and transferred via the ports 13, 14 into the sleeve 2 is com ressed between the piston 11, and the close end 2* of the sleeve 2, and at a predetermined point of time in the operation of the engine, the last mentioned charge is fired b electrical ignition introduced into the sl eeve 2, by a spark plug or plugs 19 Figure 1 fitted to the cylinder 1 and adapted to ignite the charge through a port or ports 13 in said sleeve. The expansion of the fired charge between the closed end 2 of the sleeve 2 and the piston 11 then forces the former away from the crank shaft, and the piston towards said shaft.

Travel of the sleeve 2 from the cranlr shaft,

not shown results in the charge last admit-- ted to the chamber 16 being compressed between the head thereof, and the closed end 2 of the sleeve 2, and open the port or ports 13 in the latter registering with the inner end or ends of the transfer port 01' ports 14 in the cylinder wall, said last mentioned charge is 4 transferred to the sleeve 2, and in passing thereinto assists in ejecting from the engine, the spent gases of the last fired charge, said spent ases being discharged per medium of the ex aust port or ports 18 in the cylinder 1, said port or ports 18 being opened by the registering therewith of the port or ports 17 in the sleeve 2, simultaneously with the clearance of th'eport or ports 12" in the sleeve 12 b thepiston 11 as the latter moves towar s the crank shaft.

i rraeee Throttling of the fuel mixture passing from the initial. compression chamber 16 to the combustion chamber or space between the head of the sliding sleeve 2, and the piston 11 is effected by means of a valve 32 preferably in the form of a ring or sleeve containing ports 37 adjustable over the ports 14 in the wall of the cylinder 1 rising within the chamber 16, in order that the passageways through said ports 14 may be enlarged or dc creased as desired, said valve 32 being carried at the lower end of a branched stem 33 passing out through a stufing box 35 and provided with an operating handle 34, so that by raising or lowering, or turning said stem 83, the passageways through the ports 14 may be varied as is found necessary toincrease or decrease the quantity of fuel mixture passing to the combustion chamber of the engine.

The fuel mixture is admitted to the chamber 16 through an induction pipe 35 in which is fitted the inlet valve 36 before referred to and with the valve 32 ensures that the chamber 16 is always charged with fuel mixture at a predetermined and constant pressure regardless of the speed at which the engine is run, so that upon the ports 13 in the sleeve 2 registering with the ports 14 in the cylinder wall a charge passes into the combustion chamber or space between the head of the sleeve 2 and t e piston 11, at a high velocity which is effective in displacing the spent gas in the head of the sleeve insuring an uncontaminated charge of new gas for presentation to the spark plug 19 upon the charge receivmg its final compression between the sleeve 2 and the piston 11. -In the arrangement illustrated in Figure 6, 28 is an auxiliary chamber intowhich proects the spark lug 19, said chamber 28 bemg connectedt rough a valve chamber 30 fitted with a. non-return valve 30, with the initial compression chamber 16, and being also connected at its lower end with a port 31 in the cylinder 1.

The ports 14: in the cylinder 1 are controlled by the valve 32 and the fuel mixture is admitted to the chamber 16 through an induction pipe-35* fitted with an inlet valve 36 as before. 7

On the downward stroke of the sliding sleeve 2, the chamber 16 is fully charged with fuel mixture through the induction pipe 35, and on the upward stroke of the sleeve 2, the charge of fuel in the chamber 16 receives its mltial compression as already described.

The valve 30 is adjusted through its spring or in some cases it can be mechanically operated from a cam on the crank shaft, to admit portion of the fuel mixture held in the chamer 16 to the auxiliary chamber 28, at the highest point in the compression of the fuel mixture in said chamber, which point is reached just before the ports 13 in the sleeve 2 register with the ports 14 in the cylinder firing, owing to there bein 1, to allow the charge in the chamber 16 to be transferred to between the head 2 of the sleeve 2 and the piston 11. The eifect of portion of the charge at high ressure in the 5 chamber 16 entering the auxiliar chamber 28 is to completely scavenge-the atter, any spent gases therein being-forced by way of the port 31 in the cylinder 1, and a port 32 in the sleeve 2 which registers withsaidport m 31 at the same time as the valve -0pens. Upon. the sleeve 2 and piston 11 moving towards each other, the fuel charge between them receives its final compression and when a port 13 in said sleeve 2 re 'sters with the 15 port 31, the spark plug 29 held partly in the chamber 28 and partly between said sleeve 2 and piston 11.

The valve 32 is; adjusted to pass more or p less gas from the chamber 16 to between the ac sleeve 2 and piston 11,.according to the speed at which it is desired to run the en 'ne, and ensures that thechamber 16 will a ways be charged at the same pressure, which in turn gives a uniform pressure in the auxiliary as chamber 28 regardless of the speed of the engine, the carburetor being permanently wide open,

At slow en 'ne speeds with two stroke engines, there 1s always the liability of misno mechanical means of evacuating the ex aust gases, and the fresh gases become so contaminated by the exhaust gases that misfiring results.

' The auxiliary chamber 28 is a receptacle wherein uncontaminated gas is always held around the electrodes of the s ark plug 29 as a priming in readiness to re the main charge, thereby eliminating the chances of misiiring.

4e Asa positive means of preventing misfiring at slow engine speeds owing to exhaust gases beingforced back into the chamber 28 the latter can be made of the shape shown in Figure 4 with a restricted or neck upper portion 28 into which the spark plug 29 projects, said chamber 28 being connected as before, at its top and bottom, with the initial compression chamber 16, with the space between the piston 11 and sliding sleeve 2 so respectively.

With the engine throttled down to run at a slowspeed, the auxiliary chamber 28 is charged with fuel mixture at the maximum compression pressure obtained in the initial Cs compression chamber 16, less the pressure required to overcome the resistance of the valve 30 and so portion of the fuel mixture under pressure in the chamber 16 passes to the auxiliary chamber 28.

C3 Although the port 32 in a sleeve 2 is comparatively small some of the fuel mixture'admitted to the chamber 28 will escape to 'between the sliding sleeve 2 and the piston 11 when the port32 registers with the port 31 as the sleeve 2 almost reaches the top of its es the charge ice, is

stroke and creates the maximum pressure in the chamber 16, At this point in the operation of the engine the pressure between thepiston 11 and sleeve 2 is at its lowest and only a small charge of fuel mixture passes via the regulated ports 13 and the-ports 14 to between said piston 11 and sleeve Now when the firing port 13 in the sleeve 2 is by downward movement of the latter brought opposite the port 31 the fuel charge mixture or a mixture of fuel charge and gases,

- between the sleeve 2 and piston 11, is by virignite, but on the other hand, uncontaminated fuel charge mixture pushed before and into contact with the plu 29 will ignite'and soensure the running 0 the engine, by, in other words isolating a small quantity of pure fuel charge mixture in close contact with the spark plug 29 said small quantity when igni-t ed against a cushion of dead mixture of gas, producing sufiicient power to keep the engine turning over slowly. 7

As the throttle by means of thevalve 32 at the top of the engine is opened up and the fuel charges admitted to between the sleeve 2 and piston 11, are increased in quantity the engine will function in the waybefore described.

What we do claim and desire to obtain by Letters Patent of the United States of Amer- 1. In an internal combustion engine, means forming a cylinder, a closed-topped sleeve working in said cylinder and a piston in said sleeve defining with said sleeve a combustion chamber, means forming a transfer chamber to which combustible mixture is first able throttle valve comprising a portedring rotatable on said cylinder in the zone of the sleeve ports, said ring havin a head to which operating means areattache said head being perforate to give access of the combustible mixture in said transfer chamberto the head of said sleeve, for cooling purposes.

2. Inan internal combustion engine, means forming a cylinder, a closed-topped sleeve working in said c linder and a piston in said sleeve defining wlth said sleeve a combustion chamber, means forming a transfer chamber to which combustible mixture is first admitted, said Hands? aim-mire? in the upper 00mm of said cyiindw, the aidss of said sleeve being pnraed, the 30m @f saidi transfer chamber, and mijusvtabie Liam-065th valve comprising a porecll 2mg mmmble am said cylinder in the 2mm of the sleevss 39mm said ring having head to whisk opening means are attached, smifi head wing perinw ate to give access 01: H18 wmbus'tiia w in said transfer chamber mike head"! If saizisleeve, for cooling purpnses, and a vaiva mypass from said transfer chamber in sleeve by Way of a port in 33341 sleeve indep-emiam; 012 control by said ihmttlg valva and; an ignition device in midi bypass' for firing saifl mixture.

In testimony whereas? we have signed 0111* names'to this specifieaflzian. STANLEY ETU'W. 20 HEUQTQR 

